Automatic train-stopping apparatus



D M. DALEY zmonmcrcy TRAIN sTQrPmG APPARATUS April 24,. lsza Filed June 16, 1925 SVN.

Patented Apr. 24, 1928.

. r i 126671457 i UNITED STATESPATENT OFFICl'iy g DANIEL IVL DALEY, 0F LACKAWANNANEW Yomr,V Assreiion or ONE-HALF -io'JroiiN vH. SHEA, 0F LACKAWANNA, NEW Yom; t

IAUTOMATIC TRAIN-STOPPING APPARATUS.

Application filed June 16, 1925. k,Serial/No. 37,509;

'Ihis invention relates generally to rimin block signal systems automatically applying train should the engineer One of its objects isto provide a novel mechanism of this character which will automatically actuate the engineers brake `valve to applythe brakes whenever a danger signal is set against the train. .t

Another object of the invention is `to so construct the brake operating mechanism,

5 that while it will function to automatically applying the brakes should the engineer fail to observe or see a danger or warning sig-` nal, it will not in any way inteiefere with the independent actual control of the train by the engineer. f i

A still further object is to provide a pneumatically operated train which issiinple and durable in construction,

K and reliable andr efficient in operation. i

Other features ofthe invention reside in the particular construction and arrangementA of parts hereinafter described and' particularly pointed out in the appended claims.

In the accompanying drawings Figure 1 is a side elevation of alocomotive showing my invention in connectionjtherewith. Figure 2' is an enlarged-fragmentary' sectional elevation of the operating mecha-l i nism for actuating the engineers brake valve. Figure 3 is an enlarged top planview showing the connection between the engi`` neers brake valve lever andthe meansffor actuating it. f

Similar characters of reference ,indicate corresponding parts throughout the several views. K n l y In its ge-neral organization, thislapparatus consists ofv an `adjustable tripdevice orrarnp disposed along the track ata suitable dis tance in front of a given block signal and arranged to be projected into'the pathof a t locomotive, and pneuinatically controlled means carried` by 'governed by said tappetl tappet or similar device Ona the locomotive and for effecting the application of the brakes.

The adjustable trip device or ramp shown in the drawings, by way ofexample, preferably consists of a .vertically-swinging` arm'lO pivoted at 11 alongside the track 112. In its stopping apparatus t .tains a ported-plug *lever 30 which projects'intoutliepath of and the upperclosed end of a vertically movable member 31 suitably 1 part 31aL of the loco- `Said member 31 is preferably inVv normal inoperative position, this arm as sumes av substantially jhoiizontal position yshownfby, dotted lines in Fig.

1, and may bev moved to an inclined operativeposition byy tliebar 13 of a solenoid 14 electrically conthermechanism forclosing this electric circuit is common in this type ofsignal systems and forms no part of the present invention', it has not been deemed necessary to illus.

trate it in thedrawings.

Mounted in the usual manner on the loco# motive` 15 is the mainy air reservoirfl; of` the air brake system and connected by a pipe,"

`17 therewith is the engneers valve 18 having the `customary handflever 19 for controlling v it.

service applicationv of the brakes,

preferably constructed as follows :v-

. Leading from the-mainreser'voir is a pipe orconduit QOvwhichv is provided at its end bodyor casing 22 closed at its ends and c0111 taining `akslide` valve or plunger Q3 having a guide rod 24 pivotally connected at its,r

to the hand lever 19 of the outer or free `end engineersvalve. In its face this slidevalve' has alongitudinaltaperedport 25 decreas.`r`

ing in sizey from its front` end to its rear lend and. arrangedtocommunicate with a ventl controlling valve Q8 for regulating the kpastosaid grad.-

sageof air from the reservoir uated valve. This .controlling valve con- 29 havin@r an `actuating normally contacts with guided on a stationary motive.

The. mechanism for automati-` cally actuating this valve-lever to effect a` should thek n engineer fail toheed the danger signal, is

to normally main-l `95 2, in which positionV the engineers valve is likewise closed. Inf,

f withagraduated valve21 consisting ofA a` the torni of a cylinder open at its bottom and containing an air compartment 32 in its upper end provided with an air inlet 33 connected by a flexible hose 34 and pipe 35 with the main reservoir 16. The bottom wall 36 of this compartment contains an openingv 37' having an upwardly-facing valve-seat 33 with which a suitable valve 39 normally engages, the same being held against its seat by the air pressure in said compartment, such pressure being about 8O or 90y pounds to the square inch. Abutting against the underside of the valve '39 is a plunger or tappet rod 40 guided yin a bridge-piece 4l depending from vthe Acylinder 3l and termi-l nating at its lower end in a. roller 42 adapted to ride over the trip arm 10. A suspension arm 43 pivoted at 44 and connected at its free end to the tappet rod serves to hold the latter up against the valve 39, a spring 45 acting to normally sustain said tappet rod in a position to encounter the trip arm should it be set in its operative position. -When the tappet rod encounters the inclined trip arm, as seen in Figs. l and 2, the former is raised and the valve 39, being held down by the air pressure in the cylinder-compartment 32, is prevented from opening, thus causing the cylinder 3l to be elevated bodily together with said tappeti rod, which movement results in the lever 30 being swung upwardly to open the controlling valve 28,'whereupon the air from the reservoir iiows into the graduated valve V2l and moves its slide 23 in a direction to turn the engineers valve-lever'lQ to service position and effect the application of the brakes. As soon as the tappet rod passes clear of the inclined trip arm, the former together with the initial lowered position by gravity. the spring 45 sustaining these parts in such position. vinasmuch as the valvev lever 30 simply bears on the upper side of the cylinder, it does but remains in its open position to permit the continued application of the brakes until such time as the engineer takes the control ot' the air brake into his own hands. Vhe'n the tri-p arm is in its horizontal or inoperative position, shown by dotted lines in Fig. l, the tappet rod roller 42 clears said arm and the cylinder remains in its lowered position.

In case it is desired to leave the train in full control of the engineer, the cylinder 3l is provided with an outlet port 46 having a flexible hose 47 and pipe 4S leading therefrom, said pipe being provided at its outlet end with a cock phere. Vhen the latter is opened, which need be only momentarily while passing over the ramp l() the air is exhausted from the cylinder-compartment 32 so that when the tappet rod encounters the inclined trip cylinder 3l returns to its not move downwardly therewith,

49 opening into the atmosarm, the valve 39 is free to move upwardly independently' otI its cylinder with the result that the controlling valve 28 and graduated valve 2l are unaffected, these parts remaining in their normally closed positions.

-Means are provided for automatically effecting 'the return of the controlling valve 28 to its normally closed position aiter the brakes have been applied and the engineer has 'observed the F or this purpose, an equalizing chamber or cylinder 50 is provided having inlet ports 5l, near its ends connectedby pipes 53 with the pipe 2O at a' point ervoir lt; and the controlling valve 23. perating in said cylinder 50 between its inlet ports is a balanced piston having a rod 55 extending through one end thereof. Fixed on this rod :tor movement with its piston is a slide valve G which is adapted to open andfclose the inlet port 5l for effecting either a balancing of the pressure within the cylinder on opposite sides of the piston or shutting oil the admission of air from the pipe into the lett hand side of the cylinder. rlhat portion of the cylinder at the right or' the piston is provided with an outlet port 57 to which a pipe 58 is connected having a cock 59 at its outlet end opening into the atmosphere. A spring 60 interposed between the piston and the right hand end of the cylinder serves to limit its movement toward that end of the cylinder. The extended end of the piston-rod 55 is provided with a longitudinal slot 6l into which the upper end of a releasing arm (32 ot the valve-lever projects, as shown in Fig. 2, said slot being of the proper length to permit the free movement ot'the'releasing arm therein as the valve-plug 29 is turned lrom its closed position to its tully opened position in the act ot' auton'iatically applying the brakes.V In elilecting theautomatic turning of this valve-plug to its closed position, the engineer opens the cock 59, which exhausts the air from the right hand sideot the cylinder and causes the piston to be moved from the-full line position to the dot-ted line position shown in Fig. 2, with the slide-valve 56 ar 1tinged over and closing the port 5l. ln moving to this position, ythe rear end ot the slot 61 in the piston rod engages the releasing arm 62 otl the valve-lever 30 and shiitsit to the closed position shown by dotted lines in Fig, 2, the spring (il) being designed to permit such movement a nd to limit the forward movement ot the piston 54 in its cylinder. When the valve has been reset to its normal closed position, the engineer' again closes the cock 59 after which the piston and slide valve return to their initial balanced position in the cylinder.

In order that the engineerinay operate the brake lever 19 independently of the automatic mechanism, the adjoining end ot' the warning given thereby.

between the res- Sti lalll lflf) valve-rod 24 has an arcuateslot 63 fwith` encounters the trip device it rides up the same and raises the cylinder 3l which movement opens the controlling valve 28 and permits the air under pressure from the main reservoir to flow into the graduated valve 21 and move the engineers brake valve lever 19 from the dotted line position to the full line position shown in Fig. 3, therebyapplying the bralies and, at the saine time warning the "engineerof danger ahead so that hemay act accordingly and thereafter take control of the train into his ownhands. To reset the controlling valver 28, in its closed position, the engineer opens the cock 59 which automatically causes the balanced piston 54 to move forwardlyfin, its cylinder against the resistance of the light'spi'ing 60 and shift the releasing arm 62 of the valve-lever 30 in the proper direction to close the valveplug 29. As soonas this operation is effected, the engineericloses thecock 59 to allow the parts affected to return tot-heir initial position.

A coil spring 65 is preferably applied to the cylinder 31 for cushioning the downward movement thereof after its tappet rod 40 passes over the trip `device 10.

Inaddition to applying the brakes, the apvparatus may also function, to throw the p throttle lever G6 to its off position and shut `off the steam.` .For thispurpose,`the graduated valve-rod 24, which is connected with the rhand lever 19 of theengineers brake valve, is provided with an extension 67 connected to the lower arm of the throttle lever.. Thus, whenever the brake lever is automatically moved to brake applying position, the throttlelever issimultaneously moved kto a position to shut off the steam, the holding pawl ofthe throttle lever being so arranged as to readily ride over the teeth of the quadrant for this purpose.

I claim as my invention 1 Y rl. In an automatic train stopping apparatus, the combination with a locomotive having an air brake system including main air reservoir and a brake valve, of pneuinatically-operated meansfor actuating the brake valve communicating with said reservoir, a controlling valve interposed between the reservoir anfd said brake valve-actuating means,

to be tripped by said device for actuating said controlling valve.

2. In an automatic train stopping appaa tripdevice, and pneumaticallyf. governed means on theilocomotive arranged ratus,r the combinationy withy a locomotive having an air :brake system including afinain air reservoir and a brake valve, of pneumatically-operated means for actuating the brake valve communicating with said reservoir, a controlling valve interposed `between i the reservoir and said brake valve-actuating means, a trip device, a pneumatically-gov- ,erned member mounted on the locomotive for moving said controlling valve from a normally closed position to its open position,

`means under the control of the engineer for renderingthe pneumaticallyfgoverned member operative or inoperative, anda tappet engaging said `pneumatically-governed inember and arranged to bevelevated by said trip device. i r v 3. Inan automatic'train stopping apparatus,v the Acombination with a locomoinotive having an air brake system including aimain air reseivoir and a brake valve, of pneumati-y cally-operated means for actuating the brake valve communicating with said reservoir, a

controlling `valve interposed between the` reservoir Afand said brake valve-actuating means, a-tiip device, an actuating member for saidscontrolling valve guided for vertisis)I cal movement on the locomotive and having an air lcompartment therein communicating with said reservoir, an upwardly-opening valve in the bottom of said compartment norinally held closedvby the air pressure therein,

and a vertically-movable tappet engaging said compartment-valvenand arranged to be actuated by said trip devicefor shifting said actuating member in a direction-to open thek controlling valve.

4. In an automatic train stopping Yapparatus, the combination with a locomotive having an air brakesystem including a main air reservoir and a brake valve, of pneumatieallyoperated means for* actuating the brake-l valve comii'iunicating with said reservoir, a` controlling: valve interposed between th'cf reservoir and said brake valve-actuating means, la trip device, a pneumatically-governed `member in fcoininunication with the reservoir and` mounted on the locomotive for moving `said controlling valve from a fnormally closed position to its open position, a tappet engaging said pneumatically-governedmember and arranged to be elevated by said trip device, and means for yieldingly sustaining said pneumatically-governed member and said tappet in their normal lowered position. 1

5. In an automatic train stopping apparatus, the combination with a locomotive having an lair brakesystein including a main air -reservoirand a brake valve, of pneumati-y cally-operate'd means for actuatingthe.brake valve `cominunicating with said reservoir` a controlling Yvalve linterposed between the reservoir andv said brake valve actuating means, atrip device,anfactuating member fel;

for said controlling valve guided for vertical movement on the locomotive and having an air compartment` therein communicating with said reservoir, an upwardly-opening valve in the bottom of said compartment normally held closed by the air pressure therein, a vertically-movable tappet guided on the valve-actuating member and bearing at its upper end against said compartmentvalve, said tappet being arranged to be actu'- ated by said trip device for shitting said actuating member in a direction to open the controlling valve, and a yieldable suspension member connected to said tappet for holding the same and said actuating member in their normal lowered position.

6. In an automatic train stopping apparatus, the combination with a locomotive having an air brake system including a main air reservoir and a brake valve, of pneumatically-operated means for actuating thebrake valve communicating with said reservoir, a controlling valve interposed between the reservoir and said brake valve actuating means and having a lever for opening and closing the same, a trip device disposed adjacent to the train-track, a tappet carried by the locomotive and arranged to be tripped upwardly by said trip device, and a member interposed between said valve-lever and said tappet and constructed for movement with or to be held stationary relative to said tappet.

7. In an automatic train stopping apparatus, the combination with a locomotive having an air brake system including a main air reservoir and a brake valve, of pneumatically-operated means for actuating the brake valve communicating with said reservoir, a controlling valve interposed between the reservoir and said brake valve-actuating means and having a lever for opening and closing the same, a trip device disposed adjacent to the train-track, a tappet carried by the locomotive and arranged to be tripped upwardly by said trip device, and a member interposed between said valve-lever and said trip device and constructed for movement with or be held stationary relative to said tappet, said member being in the form ot a cylinder having an air compartment communicating with said reservoir, an upwardly-opening valve seated in the bottom ot said compartment and normally held closed bv the air pressure therein, said valve lever bearing on the closed upper end of said cylinder and said tappet bearing at its upper end against said valve, and means for eX- ha-usting the air from said compartment.

8. In an automatic train stopping apparatus, the combination with ja locomotive having an air brake system including a main air reservoir and a brake valve, of a pipe connected at one end with said reservoir, a casing connected to the other end of said pipe and having a plunger therein operatively connected to the brake valve for moving the same to a position to apply the brakes, a controllingvalve applied to said pipe between the reservoir and said plungercasing, a trip device, and pneumaticallygoverned Vmeans on the locomotive communicating with the reservoir and arranged to be tripped by said device for actuating said controlling valve.k

D. In an automatic train stopping apparatus, the combination with a locomotive having an air brake system including a main air reservoir and a brake valve, of a pipe connected at one end with said reservoir, a casing connected to the other end of said pipe and having a plunger therein operatively connected to the brake valve for moving the same to a position to apply the brakes, said plunger containing a vent port arranged to communicate with the atmosphere at a predetermined point in the stroke ot said plunger, a controlling valve applied to said pipe between the reservoir and said plunger-casing, a trip device, and means on the locomotive arranged to be tripped by said device for moving the controlling valve to its open position.

V10. In an automatic train stopping apparatus, the combination with a locomotive having an air brake system including a main air reservoir and a brake valve, of pneumatically-operated means for actuating the brake-valve communicating with said reservoir, a controlling valve interposed between the reservoir and said brake valve-actuating means, a trip device, pneumatically-governed means on the locomotive arranged to be tripped by said device for moving said controlling valve to its open position7 and pneumatically-operated means connected with the controlling valve and governed by the operator for restoring said valve to its normally closed position.

ll. In an automatic train stopping apparatus, the combination with a locomotive having an air brake system including a main air reservoir and a brake valve, of pneumatieally-operated means for actuating the brake valve communicating with said reservoir, a controlling valve interposed between the reservoir and said brake valve-actuating means, a two-armed lever for actuating said valve, a trip device, means on the locomotive arranged to be tripped by saidv device and engaging one arm of said valve-lever for moving the valve to its open position, and pneumatically-operated means governed by the operator and connected with the other arm of said valve-lever for moving the valve to its closed position, f

l2. In an automatic train stopping apparatus, the combination with a locomotive having an air brake system including a main air reservoir and a brake valve, of pneumatieallybperated means for actuating tlie brake valve communicating With said reser` voir, a controlling valvey interposed between.

the reservoir and said brake valve-actuating means, a tripy device, means on the locomotive arranged to be tripped by ksaid device for moving said controllingfvalve to its vopen position, and means. governed by the operator for restoringsaid valve to its normally i0 closed position, said lastfnamed means .1n-

eluding a rCylinder' communicating at its der and" operatively connected to said eonfr trolling valve, a slide valve `movable with t said piston for shutting oi lthe admission of air into one end of said cylinder, vand meansffor exhausting the air fronithe otherr end of Said ycylinder'. i

DANIEL M. DALY; 

